Electromagnetically-controlled power-transmission mechanism.



A. SUNDH. ELEGTBOMAGNETIGALLY CONTROLLED POWER TRANSMISSION MECHANISM.

APPLICATION IILED.MAR. 6, 1909.

Patented Dec. 17, 1912.

6 SHBETSSHEET 1.

v I 5] who n'l-o-z:

332, 6x I I I I G l'l'oJnu A. SUN DH. ELEGTROMAGNETIGALLY CONTROLLEDPOWER TRANSMISSION MECHANISM.

APPLICATION FILED MAB. s, 1909.

1,047,329. Patented Dec. 17,1912.

. 4 6 BHEETSSHEET 2.

I I 4 52 i v v t F g mmun WW mg: g d ad/Maw 1 Mw/ala r a rim m1 A.SUNDH. BLEGTROMAGNETICALLY CONTROLLED POWER TRANSMISSION MECHANISM.

APPLICATION FILED MAR. 6, 1909.

Patented Dec. 17, 1912.

4? SHEETSSHEBT 3.

7/ Ill/1.2 Vii/45111151191111?. 91%| lllllrllllldvlllvl 1 p n Q m m k 1I r 1 I 1 I I 1 1 1 -l I H v N. H

A. SUN DH. ELEGTBOMAGNETIGALLY CONTROLLED POWER TRANSMISSION MECHANISM.1,047,329.

APPLICATION FILED MAB. 6, 1909.

P Patented Dec. 17, 1912.

m M .v unmlmmu J I 1 I74 A 1\V| 4 b... I! a o l/l/ l/T MX b I I 1 Q 8 IW \B I I x Q Q a. n I R v b A v, i. Q t 2 t A. SUNDH.

APPLICATION FILED MAR. e, 1909.

Patented Dec. 17,1912.

6 SHEETS-SHEET 5.

a vp-ue wfoz after-luau Xhbweooea I A. SUNDH. ELBGTBOMAGNETIGALLYCONTROLLED POWER TRANSMISSION MECHANISM. APPLICATION nun-nun. s, 1909.

6 SHEIIT8-SHEET 6.

1,047,329, Patented Deg. 17, 1912.

4 sion mechanism,'and is especially adapted UNITED STATES PATENT OFFICEAUGUST SUNDH, OF YONKERS, NEW YORK, A SSIGNOR TO OTIS ELEVATOR COMPANY,OF

JERSEY CITY, NEW- JERSEY, A CORPORATION OF NEW JERSEY.

ELECTBOKAGNETICALLY-CONTROLLED POWER-TRANSMISSION MECHANISM.

Specification of Letters Patent. 7

Application filed March 6, 1909. Serial No. 481,839.

netically Controlled Power Transmission Mechanism, of which thefollowing is a specification.

My invention relates to power transmisfor use in connection with aninternal combustionengine or engines. Mechanism for this general purposeis not broadly new, and

the present invention aims to provide improved means for regulating andcontrolling the output of the engine more easily and more eificientlythan has been done up to the present time. 7 I

The invention further provides means for controlling-the speed of theprime mover in conjunction with means for regulating and controlling thepower transmission mecha- 'Although. the present invention is hereinshown as used in connection with automobile trucks, *it is to beunderstood that it is adapted for various other uses, as, for example,with railroad cars where it would be to advantage to use an internalcombustion engine on one or more of the cars, and suitable powertransmission mechanism to connect said engine with the driving wheels ofthev cars.

My invention may also be applied to torpedo boats and many other powerinstallations.

As is well known, it is very inconvenient, laborious and unsatisfactoryto have to start an explosive engine each time the machinery with whichthe engine is used is started, and

even if auxiliary devices are used for this purpose theyare not to bedepended upon, and ,are often unsatisfactory, and defective in theiroperation. In the present system it is intended to permit the internalcombustion engine to run while the automobile or.

other device' is not in use, and only to slow down the engine when thedriven machinery is stopped. I employ a. hydraulic transmission gearinterposed between the prime mover and the driven machinery, saidhydraulic gear being adapted to permitthe machinery to be started andstop ed while .e trans Patented Dec.17,1912.

mission gear also permits the speed and M torque applied to the drivenmachinery to be varied inversely from a minimum to a maximum, or viceversa, whereby the machinery when driven is under perfect controlwithout interfering with the running of the internal combustion engine.To obtain the best results and highest efficiency the system is providedwith clutch mechanism so constructed and arranged that after the speedof the driven machinery has been ac-' celerated by the fluidtransmission mechanism, the driven machinery can be connected directlyto the prime mover.

The invention further comprises brake apparatus arranged to becontrolledin c0njunction with the transmission gearing and -adapted to be appliedgradually at the will of the operator and also designed to be re leasedor applied even if the transmission gearing is inoperative. w

The invention further comprises various other features-of novelty asdisclosed in the Y accompanying drawings, and which willappear in thefollowing description, the novel combinations of elements being setforth in the appended claims.

Referring to the accompanying drawings which illustrate one form of myinvention as applied to an automobile truck, Figure 1 is a plan view ofan'automobile truck showing the general arrangement of a constructionembodying the present invention as ap-' plied to said truck; Fig. 2 is apart sectional elevation of the internal combustion engine andcontrolling mechanism associated there-- with, and also showing anelectric generatorand a portion of the pump; Fig.3 is a de tail viewshowing a magneto anda timer and distributer used in the control of theengine: Fig. 4. isa detail view showing a valve controlling the supplyof fuel to the engine and controlling mechanism associated therewith;Fig. 5 is an enlarged detail the sections of said fluid motor; Fig. 12is a sectional end elevation of the fluid motor and valve mechanism forcontrolling the circulation of fluid therethrough; Fig. 13 is afragmentary view of the same, but showing the valve in a differentposition; Fig. 14 is a sectional view of the clutch mechanism;

I Fig. 15 is a section taken on the line 15 -15 7 motor F; gearingconnecting the motor F- driven by fluid pressure supplied from the pump;a reversing valve R controlling the direction of flow of the fluidthrough the to the driving axle of the automobile; clutch mechanism Kadapted to disconnect the mo-- tor F and connect the engine E to thedriv- 1ng axle independently of the fluid motor;

' brake mechanism B, B steering apparatus, and a motor N for operatingthe same. operating the valves controlling the pump and the fluid motor,and for operating the reversing valve, the clutch mechanism, brakemechanism, etc., and a small generator M geared to the engine E isadapted to furnish electric current for operating the variouselectromagnets.

The prime mover E is preferably a high speed internal combustion engine,the same being well adapted for use on automobile trucks, etc., as anengine of this type may be both powerful and light in weight. A highspeed engine vis well adapted for operating the type of pump hereinshown.

' The engine E together with the transmission mechanism is carried bythe frame A of the automobile. The shaft 1 of the engine is connected bya coupling 2 to a shaft 3 of the pump.

Referring toFigs. 7 and 8, it will be seen that a gear pump is employed.The driving shaft 3 of the pump extends through a .casing 4, whichcontains the pumping mechanism and the valve mechanism controlling thelatter. Stufling boxes 5 of any preferred form may be employed toprevent leakage from the casing. Keyed toshaft 3 is .a series of pumpgears 6, 7, 8, 9 and 10, each of these gears meshing with acorresponding gear such as 6'. Each pair of gears is located in aseparate compartment having end walls 11 and 12 curved to conform to theperipheries of the gear wheels as shown in Fig. 8. These severalcompartments are separated Electromagnets are employed for by thepartitions or walls 13. Located above the pump gears is a casing 20provided w th a series of passages 14 communicating with the severalcompartments in which the gears are located. These passages 14 open intoa pressurechamber 15 formed in the casing 20 and extending substantiallythe entire length of said casing. The circulating fluid 17 is preferablya light oil which has been found to be well adapted for use with thismechanism, and serves to lubricate the various parts. If desired,however, Water or other liquid maybe used. A spring pressed check valve16 is provided for each passage 14, and serves to prevent the liquidfrom flowing backward toward the pump from the pressure chamber.Extending from each passage 14 is a bypass 21 communicating with theintake side of the pump. Each of these by-passes is controlled by abalanced valve 22. This valve comprises the cylindrical portion 23,slidable in a recess 24,

formed in the casing 20. The coil spring 25 holds the valve in itsoutward position as It is here shown comprising an outer casing ofmagnetic material, such as soft-iron, and a central tube 30 on which iswound the magnet coil 31. The armature or core 32 of the magnet isadapted to be drawn up in the tube 30 when the magnet is energized.

iThe various electromagnets used in the present invention, and as.herein shown, are substantially like the one just described. The sizeand form of the magnets may be varied to secure the, best results withthe particular devices they are used to operate. It is to be understoodalso, that other forms of magnets maybe used if desired. The core 32'0fthe 'magnet P is connected by alink 33 to one arm of a bell-crank lever34 pivoted at 35, the other arm of said lever being pivoted at 36 to alink 37, connecting said lever with the valve stem. When theelectromagnet P is excited its core is drawn up, and, through theconnections just described, moves the valve toward the left and closesthe valve ports 38, thereby cutting off the-circulation of fluid throughthe bypass. This movement of the v: lve compresses the spring 25, which,when the magnet is deenergized, serves together with the weight of thecore 32 to return the valve to its open position. It is to be understoodthat valve mechanism like that just described is provided for each pairof pump gears. The magnetsfor operating these valves are designated P, PP P, and P respectively, and are adapted to be successively energized aswill be fully described hereinafter. y

The liquid is conveyed from the pressure chamber 15 through pipe 39 andto the reversing valve R. The latter is in communication with the fluidmotor F through the pipes 40 and 41. The liquid after circulatingthrough the motor F is returned to the reversing valve R, and fromthence through a a pipe 42 to the discharge chamberv formed bythe casing4 of the pump. In order to' prevent excessive pressure in the pressurechamber 15 from anycause, a rellef valve 76 is provided. This valvenormally closes a sure of the liquid, thereby insuring a smooth;

action of the parts, and preventing any sudden strain on the mechanism.This air chamber also serves to receive any air bubbles that may bedrawn into the liquid by I the pump.

The construction of the fluid motor F and the valve mechanismcontrolling the circulation of fluid therethrough is shown in detail inFigs. 10, 11, 12 and 13. The casing of the motor, as here shown,comprises four sect-ions, 43, 44, 45 and 46, and an end plate 47, boltedtogether by bolts 48, and forming four compartments, a, b, c and d. Thedriving shaft 49 extends longitudinally through the casing, and stuffingboxes 50 are provided to prevent leakage. In each of the compartments a,.7), c, and d is located a rotary driving member 51 keyed to the shaft49. The construction of these rotary driving members is well known inthe art, and need only be briefly described. The member 51 is providedwith recesses 52 in which are.

slidable stems 53 secured to blades 54, which latter project beyond thecylindrical portion of'the member 51, but are movable inwardly to aposition within the periphery of said cylindrical portion. The casingwithin which the member 51 rotates is substantially circular incross-section, as seen in Fig. 12.

.A section 55 of the casing lies'in close proxhand side of the casing,an-d'guide 57 permi-ts itto. be gradually extended outwardly as theblade moves toward its lowermost pos1- tion. Springs 58 serve to holdthe blades outward at all times as far as the casing or said parts 56and 57 will permit. Formed on a motion 44 of-the motor F is avalvecasing 59, in which is adapted to reciprocate a balanced valve 60. Thisvalve comprises an upper cylindrical portion 61, an intermediate portion62, and stem 63 connecting said portions; also portion 64 and a stem orreduced portion 65 connecting the portions 62 and 64. A passage 66 isformed through the stem 65. The pipes 40 and 41 extend from thereversing valve R to the valve casing 59. When the valve is in theposition shown in Fig. 12, and fluid under pressure is conveyed from thepump through the pipe 40, it enters the valve casing 59 and circulatesaround the valve stem and through the port 67 into the casing 44. Thepres-' sure of the liquid against the blade 54 rotates the member 51.The liquid in front of the upper blade 54 is forced through the portaround the valve stem 63, into the pipe 41, and back to the reversingvalve and pump. The member 51 is thus rotated to drive the shaft 49. I

An electromagnet F which may be secured to the pump casmg by bolts 69,is

adapted to'operate the valve 60. The core 70 of the magnet is connectedto the valve and when the magnet is energized, lifts the valve from theposition shown in Fig. 12, to

tion the passage 66 formed through the valve establishes directcommunication between the intake port 67 and outlet port 68 of themotor. The part 62 at this time closes the pipe 41 and communicationbetween the pipe 40 and intake 67 is also cut off. lVhen the magnet F isexcited therefore, fluid is permitted to circulate freely within thesection 44 of the motor, and through the passage 66, without exertingany driving action on the motor. Similar valve mechanism is provided forthe section 43 and adapted to be operated by magnet F The fluid motor Fmay have any desired number of sections, and valve mechanism may beapplied to as many of these sections as desired. The purpose of thesevalves in connection with the motor is fully set forth hereinafter.

The direction in which the liquid is circulated through the motor F, andconsequently the direction in which the latter is rotated, is controlledby the reversing valve R (see Figs. 1 and 9). This valve comprises acylindrical casing 71 in which the valve member 72 is adapted toreciprocate. -The part 72 comprises end portions or pistons 73 and 74connected by a hollow stem 75, permitting the free circulation of thefluid through the member 72. With the valve in the position shown inFig. 13. In this posithe position shown, the liquid from the pressurepipe 39 can circulate around the stem 75 and into the pipe 40, and fromthence to the motor F. The exhaust fluid .from the motor F flows throughthe pipe 41 and through the interior of the valve member 72 .to the pipe42, which leads to the exhaust chamber 4. As the valve member 72 ismoved to the right the parts 73 and 74 cover- Referring to Figs. 1, 14and 15, the clutch V mechanism K which is adapted to connect the drivingaxle of the machine either to the fluid motor F or to the engine Eindependently of said motor, will now be described. This clutchmechanism comprises two clutches, K, K The clutch K comprises the pump.

an outer member and an inner member 81. The member 80 is in the form ofa flanged disk, and is keyed to the shaft 3 of A sleeve'82 is looselymounted on the shaft 3, and extends within the clutch member 80. .Theinner clutch member 81 is keyed to the sleeve 82, and comprises'tworesilient arms 83 and- 84, adapted to move into and out of frictionalengagement with the inner surface of the flange formed on the member 80.A short rod 85 is provided with right and left hand screw threads at itsends engaging correspondingly threaded recesses in the ends of the arms83 and 84. A crank arm 86 is secured to the rod 85, and adapted torotate the latter into position to engage and release the clutchmembers. The clutch K is similar in construction to the-clutch K, andcomprises outer and inner members 80 and 81'. The member 80' is looselymounted on the sleeve 82, and the member 81' is keyed to the sleeve 82.The clutch members 80 and 81 are moved into and out of contact by meansof the crank arm 86. The sleeve 87 is splined on the sleeve 82, so as tobe movable longitudinally thereof, but is prevented from rotatingindependently of the sleeve 82. A bifurcated lever 88 pivoted at 89straddles the sleeve 87, and is provided with pins 90 extending into theannnlar recess 91 formed in the sleeve 87. One end of the lever 88 has aslot and pin connection with the core 92 of an electromagnet K. Theopposite end of the lever 88 bears against the head of a pin 93,slidable in a cup-shaped bracket or stop 94:. A coil spring 95,surrounding the pin 93 and bearing'at its opposite ends against the headof the pin and bracket 94, respectively, serves to move the lever 88into the position shown in Fig. 14, when the magnet K is dener- 7Oformed-with sprocket teeth 101. A sprocket 80 chain 102 connects themember 80 with a sprocket pinion on the rear end of the shaft 49 of thefluid motor F.

With the clutch mechanism in the position shown in Figs. '1 and 14, themembers of the 85 clutch 'K are in frictional engagement, so thatwhenthe fluid motor F is operated, the sprocket chain 102 drives the clutchK thereby rotating the sleeve 82 and the shaft 96, the latter impartingmovement to the driving axle 100. The members of the clutch K at thistime are disconnected, so

that the pump shaft 3 may rotate freely within the sleeve 82. When theelectromagnet K is excited its core 93 is drawn inwardlyand operates thelever 88, thereby compressing spring 95 and moving the sleeve 87 to theright. This movement of the sleeve 87 operates through the links 105,

and 106, to disconnect the members of the clutch K and connect themembers of the clutch K'.. The member 80 of the clutch lK can now rotatefreely on the sleeve 82,

so that no power is transmitted from the axle of the fluid motor F tothe driving axle 5 100. The connection of the members of the clutch Kcauses the sleeve 82 to rotate with the pump shaft 3, the sleeve 82 inturn driving the shaft 96, so that the engine E is connected through thepump shaft 3, and shaft 96, withthe driving axle. In other words whenthe clutch magnet K is excited, the engine E is connected to drive themachine independently of the fluid motor F, and

engine can only operate through the liquid circulating in the pump andfluid motor to drive the machine.

The brake mechanism shown in Figs. 1

and 6, will now be described. Secured to the driving axle 100 are brakepulleys 109 and 109. As the construction of the brake mechanism for eachbra] 1e pulley is substantially the same the description of one willsuflice for both. Referring to Fig. 6, a brake strap 110 is connected at111 to the frame A of the machine. tends around the brake pulley, andits opposite end is connected at 112 to. a bell crank lever 113, pivotedat 114. The lower end of This brake strap eX- when the clutch magnet isde'einergized, the 115 the bell crank lever is connected by a link 115to a lever 116. The outer end of the lever 116 is pivoted at 117 to abracket 118 bolted to the frame A. This bracket is formed with acup-shaped member in which is located a coil spring119, the outer end ofthe brake springs 119, and moving the bell which bears against the lever116. The

inner end of the spring 119 bears against the stop 120 in the bracket118. A set screw 121 serves to adjust the position of the stop 120,

and thereby adjust the tension of the spring. A set nut 122 maybeprovided to hold the set screw in its adjusted position. As shown inFig. 1, the levers 116 are connected to the core of an electromagnet Bby means of links 123. When the magnet B is deenergized the the'levers116 which is transmitted through the links115 and bell crank levers 113,and serves to hold the brake straps applied. to the brakepulleys. Whenthe brake magnet B'is excited it operates to draw the inner ends of thelevers 116 forward, compressing is connected to a foot lever 129,located in any convenient position for operation'.,- A coil spring 130connected to the foot lever serves to hold it normally in its upperposition. The pins.126 and 127 are so located with respect to the lever124 that the core of the brake magnet B may be movedin or out withoutdisturbing the foot lever 129. When the foot lever is depressed thelever- 124 will exert pressure against the pin 126, and serve to applythe brakes. Ifthe brake magnet is at this time 'deenergized, and thebrakes are already applied, the braking. action may be increased bypressure on the foot lever. The latter may also be operated inopposition to the brake magnet if desired, as for example,

' in case of an emergency, when it is desired to quickly apply thebrakes.

By reference to Figs. 2, 4, and 5, it will be seen that the supply offuel transmitted through the carbureter C to the combustion chambers ofthe engine, is regulated and controlled by the valve V. The carburetedfuel passes from the carbureter throughpipe 131, port 132, and verticalpipe 133, tothe horizontal pipe 134, which distributes the fuelto thecombustion chambers of the engine. The valve V may be moved over theport 132 to a greater or less extent, to corre spondingly restrict thepassage of the fuel springs 119 exert a pressure on .lever. Finally themagnet V the magneto,

therethrough. The valve stem 135 is con-' nected to a bell crank lever13.6, pivoted at 137 to a stationary support. A centrifugal governor G,which as here shown, is of a .well known construction, comprises asleeve 138 for operating the bell crank lever 136 by means of a pin 139carried by the lever, and engaging the sleeve 138. The governor iscarried by a shaft 140, to which is keyed a gear wheel 141, meshing witha pinion 142, geared in any convenient manner to the shaft 1 of theengine. The governor is therefore ,operated in a well understood mannerto move the valve V into positions corresponding to the speed of theengine E. An adjustable stop 143 in the path of movement of the bellcrank lever serves to limit the inward movement of the valve so that thegovernor (in cannot operate to entirely cut oil the supply of fuel.Additional mechanism for controlling the valve V comprises a seriesofelectromagnets V, V? and V The cores of these magnets are eachprovided with a stem 144, which extends upward through an opening in thehorizontal arm of the bell crank lever and is formed at its upper endwith a knob 145. When the valve V is in its forward position, with thebell crank lever bearing against the stop 143, the cores of theelectromagnets are held in their upper position as shown in Fig. 5. Theelectromagnets are adapted to be energized successively to operate thelever. When the electic'magnet V is excited, its core .is drawn downwardand moves the lever a certain distance about its pivot 137. This.movement permits the cores of the magnets V and V to drop ashorterdistance than the core of the magnet V, owing to.their position relativeto the pivot of the lever. The magnet V .is next excited, and produces,an additional movement of the bell crank is energized, andits corepulled downward to move the 'valve V to entirely open the port 132. Asshown in- Fig.:5, the cores of the electromagnets movedi-iferent'distances. The core of the magnet V having the greatestlength .of movement, it thereby increases the angle through which thebell-crank lever is rotated. The governor G serves to lift the cores ofthe electromagnets when the latter are deenergized. Referring to Figs.'2 and 3, I have shown a magneto- 0 adapted to furnish current-for thesparking coils of the .engineyE. The

shaft of the magneto O is geared to the governor shaft by means ofintermeshing gear wheels 147 and 148 secured to the shaft of' and thegovernor shaft 140, respectively) The distributer 149 and thesparkadvancer or timer T may be of any well known or approvedconstruction. An electromagnet T is connected to the timer to operatesame as will be described later.

When the electromagnet T is excited, the

produced slightly in advance of the working stroke of the piston.

The steering mechanism shown in Figs. 1, 16, 17, 18, 19 and 20 will nowbe described. The steering wheel 150 is secured to the upper end of thesteering shaft 151, journaled in the standard 154. The lower end of theshaft 151 extends into, and is rotatable in, a cup-shaped member 152,formed on the upper end of a shaft 153. Secured to the shaft 151immediately above the member 152 is a switch lever 160. This switchlever carries two insulated contacts 161 and 162 movable into engagementwith the switch contacts 163 and 164, respectively. The contacts 163 and164 are carried by, but electrically separated from thememher 152, andalso form stops to limit the movement ofthe switch lever independentlyof the shaft 153. Centering springs 165 and 166 serve to normallyhold'the switch lever in an intermediate position with the switchcontacts separated. The shaft 153 has secured thereto, as shown in Fig.1, a beveled pinion 155 meshing with a vertipally disposed beveled gear156. The small electric motor N is provided with a spur pinion 158 onone end of the motor shaft meshing with a spur gear 157 secured to orvided with a worm 167 meshing with a worm gear 168. A crank arm 169secured to the shaft of the worm gear 168 so as to rotate therewith isconnected by a link 170 to a lever 171 secured to a verticalpin 172.

The wheel173 of the automobile is also secured to the pin 172 forrotation therewith about a vertical axls in steering the machine. A rod174 connects the lever 171 with a crank arm 175 which serves to alwaysmaintain the front wheels parallel. The motor N is preferably a-seriesmotor, and, as shown in Fig. 20, is provided with two oppositely woundfield coils 176 and 177, so that when current is supplied to the motorthrough one of these coils it will operate in one direction, and whencurrent is supplied through the other field coil the direction ofrotation will be reversed. It will be seen that when the motor N isrotated it operates through the worm gear and other connections'to movethe front wheels of the machine about vertical axes, in a directiondepending upon the direction in which the motor is running. The motor atthe same time drives the gears 158, 157, 156 and 155, thereby rotatingthe shaft 153.

The operation of the steering mechanism will be understood from thefollowing description: When the operator desires to change the course ofthe machine he rotates the steering wheel 150 to the left, for example,to bring the contacts 161 and'163 into engagement, and thereby completesa circuit from the generator M, through the motor N. This circuit may betraced from the brush 178, through conductors 179 and 153. As long assuflicient turning power is exerted at the steering wheel to keep thecontacts 161 and 163 in engagement, the motor N will continue to rotate,and as soon as the'steering wheel is stopped the circuit will be openedand themotor stopped. It will thus be seen that the operator can steerthe machine by exerting only suflicient power to rotate the shaft 151and keep the switch contacts in engagement. By turning the steeringwheel in the reverse direction, the contacts 162 and, 164 will bebrought in engagement to supply current to the motor through the fieldcoil 177, andthereby operate the motor in the reverse direction. If themotor N should at any time be out of order, the steering mechanism maybe operated -manually. In this case when the oper-- ator rotates thesteering wheel,-t-he switch arm 160 serves to 'drive the shaft 153, andtherefore the gearing shownin Fig. 1 drives the motor by manual power,the motor operating in turn as when electrically driven tosteer themachine. I

Associated with the steering apparatus is the manually operable electriccontroller L, which, as shown diagrammatically in Fig. 20 is adapted tocontrol the electrical circuits for the various electromagnets used inconnection with the present invention. As shown in Fig. 16, the upperend of the standard 154 has secured thereto, or formed integraltherewith, a casing or box 185 for the controller. A cover 186 for thiscontroller box, forms a bearing for the steering wheel and shaft. Withinthe controller box 185 is secured a' stationary cylindrical insulatingsleeve 185. A ,series of arc-shaped electrical contacts 19]), 192, etc.,are secured in this insulating sleeve, with their inner surfaces flushwith the inner surface of the sleeve. Mounted for. rotation about theshaft 151 is a cylindrical block 189 of insulating material rotatablewithin the sleeve 185. This cylindrical block 189 may be rotated bymeans of the controller lever 187 which has a hub 188 surrounding theshaft is distributed tothe several sections a, b, c

and aloft-he motor. The liquid under pres sure operates the motor asbefore described,-

the exhaust fluid being conveyed back to the pump ,through the pipe 41,reversing valve R and pipe &2, and discharges from the latter into thedischarge chamber of the pump. 7 As the liquid at this time circulatesonly through the first compartment of the pump, only a small amount willbe conveyed to the motor F, and as this liquid is distributed inparallel to the four sections of the motor, the latter will only operatevery slowly, so as 'to start the automobile and run it at its slowestspeed. When'the controller lever ismoved one step farther, the circuitis completed through the contacts 210, and 210, conductor ;211, andwinding of electromagnet P in parallel with the circuit through thefirst magnet P. The magnet P operates the valve for the sec end sectionof the pump, and increases the volume of liquid delivered by the pump,so that the speed of the fluid mot-or F, and therefore of theautomobile, is increased. The continued movement of the controllinglever in like manner closes the circuits for the electro-magnets P P,and P successively, to effect the operation of the corresponding pumpsections, so that the volume of liquid delivered by the pump isgradually increased, resulting in a corresponding increase in the speedof the machine. Thev controller lever next engages the contact 215, andestablishes a-circuit which may be traced from said contact throughconductor 216, winding of electromagnet F through conductor 203 and fromthence to brush 184,

The magnet F being excited moves the valve 60 from the position shown inFig. 12 to that shown in Fig. 13, to cut off the supply of fluid to'thesection I) of the motor F, as before described, so that all the fluidsupplied by the pump is forced to circulate through the sections a, cand d, thereby increasing the speed ofthe motor F. The

controlling'lever next engages the contact 217, and completes a circuitthrough conductor 218, and coil of the magnet F the latter operates'itsvalve mechanism to cut offthe supply of fluid to the section a of thefluid motor, so that the fluid is now all forced to circulate throughthe sections 0 and d. This brings themotor F up to its highest speed.The speed of theshaft 96 driven by the motor F is now substantiallythesame as that of the pump shaft 3. The

cont-roller lever next contacts the segment the shaft 96 to drive themachine inde-;

pendently of the motor F.

At substantially the same time that the controller lever engages thecontact strip 193, to operate the clutch mechanism, it leaves thecontacts 208, 210, 212, 213, 21 1, 215 and 217. The correspondingmagnets are therefore denergized, and the pump valves operated to aposition to permit free circulation'of fluid within the-pump. The valvesin the fluid motor are also returned to their initial position. Thecontinued movement of the controller lever closes circuits through thecont-acts 219, 220 and 221, thereby establishing circuits through thewindings of the magnets V, V V respectively. These magnets operate togradually open thevalve V to increase the supply of fuel to the motor,thereby increasing the speed of the engine E, and bring the machine upto its highest speed. The controller lever is now in its extremeleft-hand position, and is held from further movement by a stop 222. I

The speed of the machine may be reduced by moving the controller leverback toward central position, the magnets V V and V being successivelydeenergized to effect a reduction in the speed of the prime mover. Thenext step is the deenergization ofthe clutch magnet, and the operationof the.

pump and fluid motor valves, whereby the fluid motor is brought intooperation'at its high speed, and the direct drive from theengine to thedriving axle disconnected. As the controller lever moves offthe,contacts 217 and. 215, the electromagnets F and F" are deenergized,andthereby reduce the speed of the fluid motor. The continued movementof the controller lever successively denergizes the electromagnets P P PP and P, this gradually cutting off the power supplied to the drivingaxle. The machine will now be permitted to come to rest. 'If the leveris moved back to its'central position the brake magnet is graduallydeenergized to apply the brake. The controlling lever may be left in anyintermediate position to maintain the machineat a corresponding speed.It should be understood that duringthese controlling operations, theengine E is running continuously, and ata substantially constant speed,except when the speed is increased by the operation of theelectromagnets V, V and V. This arrangement isof'great practicalimportance in securing an eflicient operation of the prime mover, andenabling the full power to be utilized in starting the machine, orrunning the same at a slow speed. The usual annoyance, waste of time,and labor involved in starting the prime mover every time the machine isstarted is alsoobviated;

ently of the transmission gear. The generator M always supplies power tocontrol the brake mechanism, whether the machine is being driven at aslow or high speed, and also when no power is being supplied to themachine. This would not be possible with the usual arrangement in whichit is necessary to slow down the prime mover in order to run the truckat slow speed, as in such case if the generator were used to supplypower for the brake mechanism, the voltage would drop as the prime moverwas slowed down, so that the current would not be strong enough tooperate the brake. The present form of the brake apparatus and itscombination with the'speed controlling devices is also'of importance,asit enables the brake mechanism to be used as a speed controllingdevice, when the power transmission gear is disconnected from the driveing axle. For example, when the machine is going down a hill, thecontrolling lever may be movedinto position to deenergize' the magnetsP, etc., so that no power is supplied to the driving axle, and byvarying the position of the controlling lever more or less of theresistance 200 is inserted in the brake magnet circuit, and the brakesaD-' plied with greater or less power, and the machine therebycont-rolled.

If it is desired to run the machine backward, the controlling lever 187is moved in a counter-clockwise direction, (Fig. 20). The lever firstengages the contacts of the brake magnet circuit, and graduallyshortcircuits the resistance 200 to release the the fluid motor.

circuits through the contacts 208, 210', etc.",

in the same order as the corresponding contacts are engaged when thecontroller lever is moved in a direction to accelerate the machine intheforward direction. A stop 222 is provided to prevent the controllerlever from being moved beyond these contacts, as in'practice it is neverrequired to run the machine backward at a higher speed than may-beobtained by driving through Ordinarily the lever 187 need not be movedfarther to the right than into position to engage the contact 208', orcontact 210, D i

The relative arrangement of the steering wheel 150 and controlling lever187 is such that the operator can conveniently steer the machine at thesame time that the speed is being changed or controlled. As the motor Nmay receive current from the generator M, whether the machine is movingfast or slow, ample power is supplied at all times to operate thesteering mechanism.

An important feature of the present invention resides in the use ofelectromagnets for operating the various speed controlling devices, sothat the entire control of the machine is accomplished by .means of theelectrical controller, and also the electrical means for steering themachine. It should be remembered also that the various valves, includingthe reversing valve, the valves controlling the pump, and the valves inthe fluid motor F, are balanced, or that little power is required tooperate them. The

practical and effective means for controlling the valves.

It will be understood from the foregoing description that the presentinvention involves the combination with a gasolene or other internalcombustion engine adapted to run at a practically constant speed, offiuid power transmission mechanism constituting a variable speed gear,and valve mechanism associated therewlth for regulating and controllingthe speed gear, and an electrical control system associated therewithfor controlling the power transmitted and the speed of the drivenmechanism. The fluid power. transmission mechanism comprises a pump anda fluid motor, the particular forms of which may be greatly varied, butwhich preferably each comprise a rotatable shaft, or as defined in theclaims, a rotatable or a rotary member. The pump shaft operates eitherrotary members as shown, or reciproeating elements to efi'ect acirculation of liquid, and the motor shaft may likewise be rotated .byeither rotary elements or reciprocating pistons driven by the fluidsupplied from the pump.

The present invention may be adapted for various uses by such changesand modifications as are within the skill of the ordinaryvelectromagnets therefore form a convenient,- 1

mechanic, and it is to be further understood that various changes indetails of construction, and the arrangements of parts might readily bemade by those skilled in the 'art, Without departing from the spirit andscope of the invention. .1 wish therefore, not to be limited to theparticular construction herein set forth.

- What I claim as new, and desire to secure by Letters Patent, is

- 1. In a variable speed gear, the combinato cut ofl communicationbetween the'pump and motor, and a by-pass associated with the motor andcontrolled by said slide valve, said by-pass and slide valve permittingthe fluid to circulate within the motor independin a certain position. 7

.3. In a variable speed gear, the combination of a pump, a. fluid motordriven by said pump, balanced valves, the-motor and valves beingconstructed and arranged to vary the amount of surface exposed to the"motive fluid, electromagnetic means for operating saidvalve mechanism,and a bypass controlled by said valve mechanism, and permitting thefluid to circulate within the motor independently of the pump when saidelectromagnetic means is energized.

4. In a variable speed gear, the combination with a pump, of a fluidmotor, means for conveying fluid from the pump to the motor to operatethe latter, means for returning the fluid from the'motor to the pump, aby-pass associated with the motor and permitting circulation of thefluid within the motor, balanced valve mechanism controlling said bypassand also controlling the passage of fluid irom the pump to the motor,and an electromagnetic device for operating said valve mechanism.

5. In a variable speed gear, the combination with a pump, of a fluidmotor driven by said pump, balanced valve mechanism operable to vary thequantity/of fluid delivered by the pump and consumed by or passingthrough the motor, and electromagnetic means for operating said valvemechanism.

6. In a variable speed wear, the combination with a pump, of a fluidmotor driven by said pump, a plurality of balanced valves, the motor andvalves being constructed and ently of the pump when said slide valve isposed to the motive fluid, and electromagnetic devices for operating thevalves.

7. In a variable speed gear, the combina-- tion with a 'pump, of a fluidmotor driven by the pump, valves controlling the flow of fluid throughthe pump, independent bal fluid through the motor, and electromagneticdevices for operating the valves.

8. In a variable speed gear, the combination of a ump, a fluid motordriven by the arranged to vary the amount of surface ex 7 anced valvesfor controlling the flow of the motor and valves being constructed and 4arranged to vary the amount of surface exposed .to the motive fluid.

9. In a variable speed gear, the combination .with a pump, of a fluidmotor driven by said pump,*a plurality of balanced valves operable tocontrol the passage of fluid through the pump, a plurality of balancedvalves for controlling the passage of fluid through the motor, anelectromagnetic device for actuating each of said valves, andcontrolling means for effecting the successive actuation of saidelectromagnetic devices.

10. In a variable speed gear, the combination with a pump, of a fluidmotor driven by said pump, a plurality of balanced valves controllingthe flow of fluid in the pump, and operable into position to permit thefluid to circulate within the pump, electromagnets for operating saidvalves, a plurality of valves controlling the flow of fluid through themotor and operable into posit-ion to permit the fluid to circulatewithin the motor, and electromagnets for operating said lastnamedvalves.

11. The combination with a pump, of a fluid motor adapted to be drivenby said pump, a plurality of balanced valves associated with the pump,electromagnets connected to said valves for moving the latter intoposition to permit the fluid to be driven from the pump and through themotor when said electromagnets are energized, a' plurality of valvesassociated with the motor, electromagnets operatively connected to saidlastnamed valves, the latter being movable into position to ermit thefluid from the pump to drive t e motor when said lastnamed magnets aredenergized.

12. The combination with a pump, of a fluid motor adapted to be drivenby said pump, a plurality of balanced valves associated with the ump,electromagnets connected to said vzilves for moving the latter intoposition to permit the fluid to be driven from the pump and through themotor when said electromagnets are energized, a plurality of valvesassociated with the motor, electromagnets operatively connected to saidlast-named valves, the latter being movable inemberfhas been brought .bysaid*transmistati t e ven member fromthe dr ing lemma f into position topump to drive e motor when said lastnamed magnets are deenergized, andcontrolling mechanism for .eflfecting the-success sive ration of allofsaid electroma et's. 13. a variable speedipear, the com ination with apump, of a by said pump a pluralit of balanced valves, -'controllmg theflow of 'fluid through-the pump, a plurality of balanced valvescoiltrolling the flow of fluidthroughthvmotor, I electromagnets 'foroperating said valves, and a inanual controlling. device operable ntsuccessively close the circuits for said" electromagnetls, to ofiect .astep by step operation of the a ves 7 14, In a variable speed-gear, thecombina-- tion with a pump,"o afluid motor adapted to -.be driven byfluid supplied from the pump, valve mechanism associated with the 4 pumpand motor andioperable'to vary the volume of fluid supplied byj-the'pump and to vary the quantity; cons med by or passing a throughjthemotor, electromagnetic device's 7.

for operating the valve mechanism, means for supplyin electrico'W el'.to Said clot-i: 'tromagnetic evices, an controllingmocha: nism manuallyoperable to. successively control e ect omagnetic devices to e 1 theirsuccessiveoperation.

tlfi- .In'vari. ble speed mechanism, the bination with alpum'p, ofa-finid motor com-J pr sing a rotary el ment, perable b fluid suppliedfromthe, pumpya f lura ity or valves controlling theflow of; uid througha r the pump and motogieletztrdmagriets opera 1 tively connected-tosaidvalfves; a" source of current --supply,'-'circuits connectingsaidsource ofsupply with theelectrpmagnets, and circuitcontrolling;I n?hap -miE P' e m. a to. efiect .the successive of elec omagn sim .1? 16-The eomhin tion-withf' ber,=.o.f a driven member," fimjd ioper rew'e'r tans {9 mesht i mi e mei of aid mem ere', m ns. .ter-.jwn rell' j' plummefluid within gsei I mm yams pitheeriai samemj res nd electromagneticallycontrolled- 5 mechanism" e'ouplmg' said m m rs i n-o lat lo'n as vuidtindep n y f mme 2 1 means, saidlast a named mechaf" nism being operableonly when the driven sion mechanism, to; a predetermined speed I Aslativ a s heqdrlvmg-member. 17. The combinationwith .a rotary driv'- mgmember and a rotary driven nemben foperated; power! transmiss on mochamamnterm di f aid f .re-

sedimentuid motor driven b v piimp-v and -.'tl 1ereby varying the speedanism to vary the relative speed of said members, means for couplingsaidmembers I for rotation as a unit, and electromagnetic apparatus foroperating said coupling means, said apparatusbelng operable only in apredetermined order with respect' to the operation of said controllingmeans.

1-8. The combination with a rotary driv- 7 ing member and a rotarydriven member, of a variable speed gear comprising a pump and afluid'motor, a fluid driven by the .nmp and, adapted to drive-the motor,means gor varying the volume of fluid delivered by; v the, pump andthereby varying the-speed oi the motor, meansfor coupling said membersto rotate as a unit independently of. said speed gear, andelectromagnetic means for actuating the coupling means. a 19. Thecombination with a rotary driving member and arotary. driven member,

ofa variable speed gear interposed between ,sa-id-inembersand comprisinga pump and a'ilui'd motor, a fluid driven by the pump" and adapted todrive the -.motor,fmeans to 'motor, means operable when "said membersvhave been brought to substantially the same speed-pf rotat ontofc'ouplelrsaid members for IOttltlOIl as a unit-.-and'electfolilagneticm'echanism controIlingfthe said couplingmeansafa 3 a j V g v.20, The combination'with' rotaryQ driving and drivenmembers; of vaji'iablespeedltransc -mechanism operable to vary'the:volamser f as motor, see a; a

unit independently jof said transmission i i'mechanism electromagneticmeans for aetu' ating-said balanced}. valvemhanism, :and; iaddltiona'lelectromagnetic means oper-f ;atingsaid-conpling means a i :21, '11h'ecombination .witli'a driving mem T antl a driven member, ofiavariable'speed ,mn mission geari interposed I between said members snamm risingapump and-a fluid motor, 'a fluid riven by the pump andjadaptedto'd'ri've the motor, m.eans for varythe volnmef'of' fluiddelivered thg torque of the motor, coupling devlces open able to connects'aid members for operation independently of the variable speed gear,electromagnetic means for actuating said c011 ling devices, and meansfor controlling sai. electromagnetic actuating means at the Willofthe'operator; 1 v o Y Y i, 1 t. 22 The comb'nation with-a: driving meinbe!iflild a driven member; of [fluid operated vary the volume offluiddelivered th L pninpand thereby varythespeedfof. the

mission me hanism interposed between said ;fiui. 1delieredby thePump-wid i 10s f yvary the speed; 0 p nplin wn asnd members-tosmearsporter ftransmission' l interposed ran between said members andcomprising a pump and a fluid motor adapted tobe driven by fluiddelivered by the pump, valves associated with the pump and operable tovary the quantity and pressure of fluid delivered thereby, valvesassociated with the fluid motor and operable to vary the speed of themotor for a given quantity and pressure of fluid applied thereto,electromagnetic means for successively operating said valves, and anelectromaguetically controlled mechanism for coupling said members foroperation as a unit independently of the fluid transmission mechanism. a

The combination with a driving member and a driven member, of a variablespeed gear interposed between said members, and comprising a pump and afluid motor, a fluid circulated. by the pump and adapted to drive themotor, electromagnetic devices operable to control the speed of themotor, reversing valve mechanism controlling the direction of theoperation of the motor, an electromagnetic device for operating thereversing valve mechanism, and a controller operable to open or closethe electrical circuits for said devices in a predetermined order.

2%. The combination with a driving member and a driven. member, of meanscomprising a pump and a fluid motor operated by the pump for connectingsaid members to actuate the driven member by power supplied from thedriving member through the pump and motor, means for varying the volumeof fluid delivered by the pump therebyevarying the speed of the drivenmember, brake mechanism connected with the driven member,electromagnetic means for operating said brake mechanism, and acontrolling device operable to control said electromagnetic means andsaid speed varymg means.

25. The combination with a driving member and a driven member, of a pumpconnected to the driving member, a fluid motor connected to the drivenmember and operated by. fluid delivered by the pump, mechanism forvarying the volume of fluid delivered by the pump and thereby varyingthe speed of the driven member, electromagnetic devices for operatingsaid mechanism, brake mechanism associated with the driven member,electromagnetic means for operating the brake mechanism, and acontrolling device operable to effect the successive operation of saidelectromagnetic devices and said electromagnetic means to graduallyreduce the speed of the driven member and apply the brake mechanism.

26. The combination with a driving member, of a driven member, avariable speed gear connecting said members and comprising a pump and afluid motor-adapted to be operated by fluid supplied by the pump,

valve mechanism controlling the supply of fluid from the pump, valvemechanism con trolling the flow of fluid through the motor, clutchmechanism operable to connect the driving member and the driven member'for operation independent of power supplied through the fluid motor,means to control the relative order in which the valve mechanisnrandclutch mechanism are operated, and electromagnetic means for operatingsaid clutch mechanism.

27. The combination with a driving member and a driven member, of avariable speed gearinterposed between said members and comprising a pumpand a fluid motor operated by fluid delivered by the pump, valvesconnected with the pump, electromagnetic devices for operating saidvalves, valves controlling the flow of fluid through the motor,electromagnetic devices for operating said valves, clutch mechanismoperable to connect the driving member and driven member .for operationas a unit independently of power supplied through the fluid motor,electromagnetic means for operating the clutch mechanism, brakemechanism for the driven member, electromagnetic means for operatingsaid brake mechanism, and a controlling device operable to effect thesuccessive operation of said electromagnet devices and saidelectromagnetic means in predetermined order.

28. The combination with a driving member and a driven member, ofvariable speed mechanism connected to said members and comprising a pumpand a fluid operated motor driven by fluid delivered by the pump, valvescontrolling the supply of fluid from the pump, valves controlling theflow of fluid through the motor, clutch mechanism operable to disconnectthe fluid motor from the driven member and connect the latter to thedriving member for operation independently of power 'supplied throughthe fluid motor, brake mechanism associated with the driven member,electromagnetic devices for operating said valves, clutch mechanism andbrake mechanism, a source of electrical energy, circuits for supplyingelectric power therefrom for said electromagnetic devices, and amanually operable controlling device controlling said circuits andoperable to effect the operation of the elec tromagnetic devices in apredetermined order.

29. The combination with an internal combustion engine, comprising adriving member, of a driven member, a variable speed gear interposedbetween said mem-- bers and comprising a pump and a fluid motor, a fluidcirculated by the pump and adapted to drive the motor, a plurality ofindependent valves associated with the pump and controlling the volumeof fluid delivered thereby, a plurality of independent operating saidvalves, sald electromagnetic devices being operated by [current suppliedfrom the generator.

30. The combination with an internal combustion engine, of a pumpconnected to be driven thereby, a fluid motor adapted to be driven byfluid delivered by the pump, mechanism connected to and driven by saidmotor,'means'for regulating and controlling the flofw of fluid to varythe speed and torque of the motor, an electric generator mechanicallyconnected to said engine, and electromagnetic means operated by currentsupplied by said generator ,for controlling the speed of the engine.

I 31. The combination with an internal combustion engine, of a pumpconnected to be driven thereby, a fluid motor adapted to be driven byfluid supplied by the pump, mechanism connected to and driven by saidmotor, means for regulating and controlling the flow of fluid to varythe speed and torque of the motor, an electric generator mechanicallyconnected to said engine, a device for controlling the speed of theengine, and a plurality of electromagnetsoperable successively bycurrent supplied from said generator to operate said speed controllingdevice.

32. The combination with. an internal combustion engine, of a pumpconnected to be driven thereby, a fluid motor adapted to be driven byfluid delivered by the pump, means for controlling the flow of fluidthereby varying the speed. and torque of the motor, a device forcontrolling the speed of the engine, electromagnetic apparatus foroperating said device, a source of electrical energy and circuitsextending therefrom said electro-magnetic ap aratus, and a man uallyoperable device or controlling said circuits. v

33. The combination with an internal combustion engine, of an automaticspeed governor controlling the supply of fluid mixture for operating theengine, a pump connected" to be driven by the engine, a fluid motoroperated by fluid delivered by the motor, means for regulating andconflow of fluid to vary the speed and torque of the motor, an electricgenerator connected to be driven by the engine, atiming devicecontrolling the period at which the fluid for operating the engine isignited, electromagnetic means for operating said timing controlling thespeed of the engine,

device being actuated by current supplied from vsaid generator.

In testimony whereof, I have slgned my witnesses. Y AUGUST .3 IWitnesses ROGER W. FLAGG,

of two subscriblng t SUNDH.

EDWARD H. STEELE;

trolling the flow of fluid to vary the speed means for regulating andcontrolling thedevice, and an electromagnetic device for sa delectromagnetic means and said electromagnetic the pump, drivenmechanism connected to' name to this specification in the presence

